BR102015008427A2 - method for manufacturing damped drive shaft assembly - Google Patents

Abstract

method for making damped drive shaft assembly, a method for forming a drive shaft assembly the method includes: providing a hollow shaft; adjusting a mass and hardness of at least one liner to form an intermediate damper, the intermediate damper being configured to attenuate at least one of a bending moment vibration and a twist mode vibration that occurs at a predetermined first frequency; adjusting the intermediate damper to form an adjusted damper, the adjusted damper attenuating at least one of the bending moment vibration and torsional vibration in the predetermined first frequency mode and also attenuating the shell vibration mode; and install the damper fitted with the hollow shaft.

Description

"METHOD FOR MANUFACTURING DEFECTED DRIVE SHAFT ASSEMBLY" [001] TECHNICAL FIELD [002] The present disclosure relates to a method for manufacturing a damped drive shaft assembly.

BACKGROUND [004] This section provides background information related to the present disclosure that is not necessarily state of the art. [005] Consumers of modern automotive vehicles are increasingly influenced by their purchasing decisions and their opinions of vehicle quality by their satisfaction with the vehicle's sound quality. In this regard, consumers increasingly expect the interior of the vehicle to be quiet and free of noise from the engine and transmission line. As a result, vehicle manufacturers and their suppliers are under constant pressure to reduce noise to meet increasingly demanding consumer expectations. Transmission line components and their integration into a vehicle usually play a significant role in the sound quality of a vehicle as well as they can provide the force function that excites the specific transmission line, suspension and resonances of the vehicle. body to produce noise. Since this noise can be tonal in nature, it is usually easily detected by the occupants of a vehicle, regardless of other noise levels. Common sources of driveline excitation may include drive line imbalance and / or deterioration, fluctuations in engine torque, engine idle vibration, and range of motion in the sprocket gear teeth ( ie the pinion and ring gear of a differential assembly). [007] The range of motion is the slight variation in angular displacement between the input and output gears of a gear assembly. This variation is usually very small and can be in the tens of millionths of an inch (measured tangentially in the primitive gear line) for a modern automotive differential set. The range of motion is not typically constant (for example, it will normally vary as a function of load, temperature, gear set position, and wear disruption) and, furthermore, cannot be reduced beyond certain levels, without severe economic penalties. Driveshafts (prop) are normally employed to transmit rotary energy on a transmission line. Modern automotive propellers are usually formed of relatively thin steel walls or aluminum tubes and as such may be receptive to different sources of drive line excitation. The various excitation sources can generally cause the drive shaft to vibrate in a (lateral) bending mode, a twisting mode and a shell mode. Bending mode vibration is a phenomenon in which energy is transmitted longitudinally along the axis and causes the axis to bend at one or more locations. Torsion mode vibration is a phenomenon in which energy is transmitted tangentially through the shaft and causes the shaft to twist. Shell mode vibration is a phenomenon in which a permanent wave is transmitted circumferentially over the axis and causes the axis cross section to bend or bend along one or more axes. Several techniques have been employed to attenuate vibrations in drive shafts including the use of weights and linings. US Patent No. 2,001,166 to Swennes, for example, discloses the use of a pair of discrete jacks or weights to attenuate vibrations. The weights of the '166 patent are frictionally engaged with the drive shaft at experimentally derived locations and as such it appears that the weights are employed as a resistive means to attenuate vibration in bending mode.

As used herein, resistive vibration attenuation refers to a vibration attenuation means that deforms because vibration energy is transmitted through it (ie, vibration attenuation) so that vibration attenuation absorbs ( and thus attenuates) the vibrating energy.

While this technique may be effective, the additional mass of the weights may require changes to the drive shaft mounting hardware and / or drive shaft geometry (eg wall thickness) and / or may change the critical drive shaft speed. streaming. Moreover, as the jacks tend to be relatively short, they generally would not effectively attenuate shell mode vibration or twist mode vibration. [010] Patent No. US3075406 to Butler Jr., et al. It appears to reveal a single damper that is inserted into a hollow shaft. The damper includes a pair of elastic members frictionally engaging the inner surface of the hollow shaft, and a metal bar that is suspended within the hollow shaft by the elastic members. The '406 patent explains that at the resonant frequency of vibration of the drive shaft, "the movement of the mass is out of phase with the radial movement of the drive shaft".

Accordingly, the '406 patent damper appears to be a reactive damper to attenuate flexural mode vibration. As used herein, reactive vibration attenuation refers to a mechanism that can oscillate as opposed to vibration energy and thus "nullify" a portion of the vibration energy. The ‘406 patent damper appears to be ineffective in attenuating torsional mode vibration and shell mode vibration due to its relatively short length and its contact with a relatively small portion of the inner surface of the drive shaft. Rowland et al., U.S. Patent No. 2,751,765, Stark Patent No. 4,014,184 and Stark et al. US Patent 4,909,361 and 5,976,021. reveal hollow linings for drive shafts. Patents 765 and 184 appear to disclose hollow multi-strand cardboard liners which are pressed tightly to the drive shaft; the cardboard liners are relatively long and appear to extend considerably coextensively with the hollow shaft. Patents 361 and 021 appear to disclose linings having a hollow cardboard center and a helical retaining strip extending a relatively short distance (e.g. 0.03 inches) from the outside diameter of the center. The retaining strip has high properties for frictionally engaging the drive shaft.

Accordingly, the '765,' 184, '361 and' 021 patent liners appear to reveal a resilient means for attenuating shell mode vibration.

These liners, however, do not appear to be suitable for attenuating flexural mode vibration or twisting mode vibration. In view of the above, there remains a need in the art for an improved method for damping various types of vibrations in a hollow shaft. This method facilitates shell mode vibration damping as well as bending mode vibration damping and / or twist mode vibration damping.

[013] SUMMARY OF THE INVENTION [014] This section provides a general summary of the revelation, and is not a comprehensive revelation of its full scope or all its aspects. In one form, the present teachings provide a method for fabricating an axle assembly for a transmission line system that includes a first transmission line component and a second transmission line component. The shaft assembly is configured to transmit torque between the first driveline component and the second driveline component. The method includes: providing a hollow shaft; adjusting a mass and hardness of at least one liner to form an intermediate damper, the intermediate damper being configured to attenuate at least one of a flex mode vibration and a twist mode vibration that occurs at a predetermined first frequency. ; adjusting the intermediate damper to form an adjusted damper, the adjusted damper attenuating at least one of the flexural mode vibration and the torsional vibration in the predetermined first frequency mode and also attenuating the shell vibration mode; and install the damper fitted with the hollow shaft. [016] In another form, the present teachings provide a method for fabricating an axle assembly for a transmission line system that includes a first transmission line component and a second transmission line component. The shaft assembly is configured to transmit torque between the first driveline component and the second driveline component. The method includes: providing a hollow shaft; tuning at least one liner to form a reactive tuned damper to attenuate bending mode vibrations; installing a damping member to the reactive tuned damper to provide multi-mode, multi-frequency resistive vibration damping mode shell vibration and at least one twist mode vibration and flex mode vibration; and inserting at least one liner with the damping member into the axle member. In yet another form, the present teachings provide a method for manufacturing an axle assembly for a transmission line system that includes a first transmission line component and a second transmission line component. The shaft assembly is configured to transmit torque between the first driveline component and the second driveline component. The method includes: providing a hollow shaft; tuning at least one liner to form a reactive damper tuned to attenuate at least one bending mode vibration and torsional mode vibrations; further tuning at least one liner such that it is also a sturdy multi-mode, multi-frequency damper that is configured to attenuate shell mode vibrations and at least one flex mode vibration and twist mode vibrations; and further inserting at least one liner within the axis member. [018] Further areas of applicability will become apparent from the description provided herein. The description and specific examples in this summary are for illustration purposes only and not to limit the scope of the present disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS The drawings described herein are for illustrative purposes only of selected embodiments and not for all possible implementations, and are not intended to limit the scope of the present disclosure. Partially sectional sideways Figure 1 shows a view of a drive shaft assembly constructed in accordance with the teachings of the present disclosure; Figure 2 is a schematic illustration of a portion of a transmission line illustrating an untreated transmission shaft vibrating in a second bending mode; Figure 3 is a sectional view of a portion of the untreated drive shaft taken perpendicular to the drive shaft (rotary) axis illustrating the drive shaft vibrating in a first shell mode; Figure 4 is a schematic illustration of a portion of a transmission line illustrating an untreated transmission shaft vibrating in a twisting mode; Figure 5 is a side view of a portion of the drive shaft assembly of Figure 1 illustrating an intermediate damper in more detail; [026] Figure 6 is a straight side view of the intermediate damper taken in the direction of the arrow 6 in Figure 5; Figure 7 is a cross-sectional view taken along line 7-7 of Figure 1; and [028] Figure 8 is a schematic flowchart illustration of a method for forming a drive shaft assembly in accordance with the teachings of the present disclosure. Corresponding reference numerals indicate corresponding parts throughout the various views of the drawings.

[030] DETAILED DESCRIPTION OF BEST MODES OF

EXECUTION [031] Example embodiments will now be described more fully with reference to the accompanying drawings. Referring to Figure 1 of the drawings, the drive shaft assembly constructed in accordance with the teachings of the present disclosure is generally indicated by reference numeral 10. The drive shaft assembly 10 may be employed to transfer rotational power between two transmission line components, such as between a transfer case or a transmission and an axle assembly as disclosed in generally designated US Patent No. 7,774,911, the disclosure of which is incorporated by reference as outlined in full detail herein. . Transmission shaft assembly 10 may include an axle frame 12, first and second trunnion cover 14a and 14b, at least one damper 16, first and second spider 18a and 18b, a yoke assembly 20 and a flange of yoke 22. First and second trunnion cap 14a and 14b, first and second spider 18a and 18b, a yoke assembly 20 and yoke flange 22 may be conventional in their construction and operations and as such there will be no need to discuss in detail. Briefly, the first and second trunnion caps 14a and 14b may be fixedly attached to opposite ends of the shaft structure 12, generally by means of a weld. Each of the first and second spider 18a and 18b may be joined to an associate of one of the first and second trunnion 14a and 14b and to an associate of a yoke assembly 20 and the yoke flange 22. The yoke assembly, the first spider 18a, and first trunnion cover 14a collectively may form a first universal joint 24, while yoke flange 22, second spider 18b and second trunnion cover 14b collectively may form a second universal joint 26. [033] A splined portion of the yoke assembly 20 may be rotatably coupled to the output of a first transmission line component, such as a transmission output shaft, a take-off feed unit, or a transfer case, and the yoke flange 22 may be rotatably coupled with an input shaft of a second drive line component, such as an shaft assembly. The first and second universal joints 24 and 26 may facilitate a predetermined degree of vertical and horizontal displacement between the first and second transmission components. The shaft structure 12 may be generally cylindrical having a central hollow cavity 30 and a longitudinal axis 32. The shaft structure 12 may be formed of any convenient material. In the particular example provided, the axle frame 12 is formed welded seamless aluminum tubes 6061-T6 according to ASTM B-210. Also in the particular embodiment illustrated, the axle frame 12 is uniform in diameter and there is cross section between the ends 34, but it will be appreciated that the axle frame could be formed contrary. For example, the ends 34 of the spindle frame 12 may have a downward neck (e.g. by rotary stamping) relative to a central portion 36 of the spindle frame 12. [035] Referring to Figures 2 to 4, It should be appreciated that an undamped pivot axle assembly 10 '(for example, the pivot axle assembly 10 without at least one damper 16 of Figure 1) could be susceptible to various types of vibration. In Figure 2, for example, the untreated drive shaft assembly 10 'is illustrated as vibrating in a natural frequency bending mode (i.e., a second (n = 2) natural frequency bending mode) of the 10 'transmission as installed on an automotive transmission line between the first and second components of transmission lines A and B, respectively. In this regard, those skilled in the art will appreciate that the natural frequency of the bending mode is a function not only of the drive shaft assembly 10 ', but also of the "with limit" conditions (ie, the manner in which the pivot shaft assembly 10 'is coupled to the rest of the automotive driveline). Accordingly, the term "the drive shaft assembly as installed on the transmission line" shall be understood to include not only the shaft assembly but also the boundary conditions under which the shaft assembly is installed to the first and second components of the transmission line. . [037] In Figure 3, the drive shaft assembly 10 'is illustrated as vibrating in a natural frequency shell mode (i.e., a first (n = 1) natural frequency shell mode) of the shaft structure 12. In Figure 4, the drive shaft assembly 10 'is illustrated as vibrating at a natural torsional frequency of the drive line 16' in a torsion mode (i.e. a first (n = 1) torsion mode). In this regard, those skilled in the art will appreciate that the natural torsional frequency is a function not only of the driveshaft assembly 10 ', but also of the first and second driveline components A and B to which the driveshaft assembly is united. Returning to Figure 1, the drive shaft assembly 10 of the particular example provided includes a shock absorber 16 constituting two tuned shock absorbers 40 that are identically configured. It will be appreciated in view of this disclosure, however, that other amounts of tuned dampers 40 may be used and that tuned dampers 40 need not be identically configured (i.e. each tuned damper 40 may have different characteristics and a first of tuned dampers 40 may differ from a second tuned damper 40). In the particular example provided, each of the tuned dampers 40 comprises an intermediate damper 42 and a damper member 44. With further reference to Figures 5 and 6, the intermediate damper 42 may be a liner which may have a structure that may be constructed in a manner that is similar to that described in US Patent No. 4,909,361, the disclosure that it is hereby incorporated by reference as fully delineated herein. In summary, intermediate damper 42 may include a structural portion 50 and one or more elastic members 52 which are joined to the structural portion 50.

Intermediate dampers 42 are sized such that the structural portion 50 is smaller than the inner diameter of the axle member 12 (Fig. 1) but the elastic member (s) 52 is / are sized to frictionally engage the inner diameter surface 54 (Fig. 1) of shaft member 12 (Fig. 1) · In the example provided, structural portion 50 includes a hollow core 60, one or more intermediate members 62, and a cap member 64. The core 60 may be formed of a fibrous material such as cardboard. In the particular example provided, core 60 is formed of a convenient number of helically wound cardboard layers. Intermediate elements 62 may also be formed of cardboard and may be helically wound and adhered (by means of a suitable adhesive) to core 60 in a manner that forms one or more heicoidal openings 66. In the particular example provided, two heicoidal gaps 66 are formed. It will be appreciated that the structural portion 50 could be formed of any suitable material, including cardboard, plastic resins, carbon fiber, fiberglass, metal and combinations thereof. It will also be appreciated that the structural portion 50 should not include an intermediate member 62 or a cover member 64 and should not define one or more gaps 66. In addition, it will be appreciated that gaps 66, if used, should not be heicoidal in shape but could be formed in other ways, such as circumferentially or longitudinally. Elastic members 52 may be formed of a suitable elastomer and may include a base 70 and one or more lip members 72 which may be joined to base 70. Base 70 may be fixedly coupled to structural portion 50 by means of a suitable adhesive such that lip members 72 extend radially outwardly thereof. The cover member 64 may be wound over intermediate member (s) 62 and base 70 and may be employed to further protect resilient members 52 for structural portion 50. It will be seen from this disclosure that when two or more resilient members 52 are employed, elastic members 52 may be formed of the same material and are coupled to structural part 50 such that their bases 70 are received at an associated interval 66.

It will also be seen from this disclosure that, alternatively, the elastic members 52 may be formed differently (e.g., with different materials, different sizes and / or different cross sections). With reference to Figures 1, 5 and 6, it will be further seen from this disclosure that the mass and stiffness of the intermediate damper (s) 42 is / are adjusted for the transmission line of such that intermediate damper (s) 42 acts or acts as one or more of the following: (i) a reactive damper adjusted to attenuate vibrations in bending mode, and (ii) a reactive damper adjusted to attenuate vibrations in the twist mode. Intermediate damper (s) 42 is not / are configured to substantially dampen shell vibrations occurring at a frequency that is less than or equal to a predetermined threshold, such as 1000 Hz. intermediate shock absorber (s) 42 may be adjusted such that the mass ratio of intermediate shock absorber (s) 42 to axle component mass 12 it is from about 5% to about 30%. In the particular example provided, the mass ratio of intermediate shock absorbers 42 to mass of axle member 12 is about 16.9%. When intermediate damper (s) 42 is / are employed to attenuate vibrations in bending mode, they are preferably set to a natural frequency corresponding to at least one of a first bending mode, a second bending mode and a third bending mode of the drive shaft assembly 10 as installed for the drive system. When intermediate damper (s) 42 is / are employed to attenuate torsional vibrations, they are preferably adjusted to a natural torsional transmission line frequency, such as at a frequency that is less than or equal to about 600 Hz. [046] It will also be seen from this disclosure that various features of the intermediate damper 42 can be controlled to adjust damping properties in one or both flexural modes and the twisting mode. In the particular example provided, the following variables were controlled: mass, length and outer diameter of intermediate damper 42, diameter and wall thickness of structural portion 50, the material from which structural portion 50 was manufactured, the amount of resilient components 52, the material from which the resilient members 52 were manufactured, the propeller angle 80 and the step 82 with which the elastic members 52 are attached to the structural portion 50, the configuration of the lip member (s) 72 of the resilient element 52, and the location of the shock absorbers 16 within the axle member 12. In the particular example provided: rod component 12 may have an outside diameter of from about 3.0 inches to about 5.8 inches, a wall thickness of about 0, 08 inches, a length of about 64 inches, and may have a mass of about 3.2 kg; intermediate dampers 42 may have an outer diameter (along elastic member (s) 52) of about 4.0 inches, a length of about 14 inches, a mass of approximately 270 grams, the structural portion 50 of intermediate dampers. 42 may be formed of cardboard and may have a wall thickness of about 0.07 inches and an inner diameter of about 3.56 inches, a pair of elastic members 52 may be coupled to the compensated structural part 50 of 180 degrees one of the each and each may have a propeller angle of about 80.5 ° and a pitch 82 of about 4.5 inches, each elastic member 52 may have a single lip member 72 and may be formed of a silicone material which conforms to ASTM D2000 M2GE505 which has a hardness of about 45 Shore A to about 55 Shore A; and each of the intermediate dampers 42 may be configured to be inserted into an associated end of the axle element 12 such that they are generally symmetrically disposed relative to an associated second flexion node N (Fig. 2). . 1). It will be appreciated that in certain situations it may not be possible to accurately tune the intermediate damper 42 to the relevant frequency or frequencies associated with a particular drive shaft assembly 10, such as when a particular damper 16 is used across a family of frequency sets. drive shaft. As such, it will be understood that an intermediate damper 42 will be considered to be tuned to a relevant frequency if it is effective in attenuating vibration at the relevant frequency.

For example, intermediate damper 42 may be considered to be tuned to a relevant frequency if a frequency at which it performs maximum attenuation is within 20% of that relevant frequency.

Preferably, the intermediate damper 42 is considered to be tuned to the relevant frequency if the frequency at which it performs maximum attenuation is within 15% of the relevant frequency. More preferably, the intermediate damper 42 is considered to be tuned to the relevant frequency if the frequency at which it performs maximum attenuation is within 10% of the relevant frequency. Even more preferably, the intermediate damper 42 is considered to be tuned to the relevant frequency if the frequency at which it performs maximum attenuation is within 5% of the relevant frequency. With reference to Figures 1 and 7, the damping element 44 may be coupled to the intermediate damper 42 and may be configured to attenuate the shell mode vibration mode at one or more desired frequencies, but also to provide damping. at least one bending vibration mode and the torsional vibration mode. In the given example, the damping element 44 provides wideband (i.e. damping at a plurality of frequencies) damping of shell vibration mode and damping broadband of at least one bending and twisting vibration mode. vibration mode. If desired, the damping element 44 may be tuned to a natural frequency corresponding to at least one of a first shell mode, a second shell mode and a third shell mode. It should be understood that a damping member 44 (as coupled to intermediate damper 42) will be considered to be tuned to a relevant frequency if it is effective in attenuating shell vibration mode at the relevant frequency. For example, damping element 44 (as coupled to intermediate damper 42) may be considered to be tuned to a relevant frequency if a frequency at which it reaches maximum attenuation is within 20% of the relevant frequency. Preferably, the damping element 44 (as coupled to the intermediate damper 42) is considered to be tuned to the relevant frequency if the frequency at which it reaches maximum attenuation is less than 15% of the relevant frequency. More preferably, damping member 44 (as coupled to intermediate damper 42) is considered to be tuned to the relevant frequency if the frequency at which it reaches maximum attenuation is 10% of the relevant frequency. Even more preferably, the damping element 44 (as coupled to intermediate damper 42) is considered to be tuned to the relevant frequency if the frequency at which it reaches maximum attenuation is within 5% of the relevant frequency. As another example, damping element 44 (as coupled to intermediate damper 42) may be considered to be tuned to a relevant shell mode frequency if you dampen shell mode vibrations by an amount that is greater than or equal to about 2%. The damping element 44 may be a resistive damper and may be configured to contact an inner surface 54 of the axle element 12 over a relatively large surface compared to the area over which the intermediate damper 42 contacts the shaft. inner surface of axle member 12. For example, the ratio of the area over which the damping member 44 contacts the inner surface of the axle member 12 to the area over which the intermediate dampers 42 contact the inner surface of the axle member 12. axis component 12 may be less than or equal to five percent (5%), preferably less than or equal to two and a half percent (2.5%) and more preferably less than or equal to one percent and one quarter (1, 25%). Intermediate damper 42 may comprise a contact member 90 which is configured to contact the inner surface of the axle member 12 and may be formed of a material having a diameter of from about 40 Shore A to about 80 Shore A. 90 may be coupled to intermediate damper 42 in any desired manner. For example, the contact member 90 may be configured as a strip of material that can be wound (and bonded to) the structural portion 50 in the space between the resilient member helix 52. [050] Referring to Figure 8, a method For forming an axle assembly for a transmission line system is schematically illustrated in flowchart form. It will be appreciated that the driveline system includes the first and second driveline and that the shaft assembly is configured to transmit torque between the first and second driveline. The method can start at bubble 100 and move to block 102, where a hollow shaft is provided. The methodology can proceed for block 104. [051] In block 104 a set of intermediate dampers 42 (Fig. 1) can be formed by adjusting the mass and stiffness of a set of lines to attenuate at least one bending mode vibration and torsional mode vibration that occurs at a predetermined first frequency. The method may progress to block 106. [052] In block 106, the intermediate damper assembly 42 (Fig. 1) may be adjusted to form a set of tuned dampers that can attenuate bending and / or torsional vibration mode in the block. predetermined first frequency as well as the shell vibration mode. A damping member 44 (Fig. 1) may be coupled to each of the intermediate dampers 42 (Fig. 1) as part of the tuning process. Damping member 44 (Fig. 1) may achieve broadband damping, such as shell mode vibration wide band damping and optionally flexural mode vibration. The methodology can proceed for block 108. [053] In block 108 the set of tuned dampers can be inserted into the hollow shaft element. The method can continue to bubble 110, where the methodology ends. [054] The foregoing description of the embodiments has been provided for illustration and description purposes. It is not intended to be exhaustive or to limit disclosure. Elements or characteristics of an individual particular embodiment are generally not limited to the particular embodiment but, where applicable, are interchangeable and may be used in a selected embodiment even if not specifically shown or described. The same can also be varied in many ways. Such variations should not be viewed as a departure from the description, and all such modifications are intended to be included within the scope of the disclosure.

Claims (22)

01. A method of manufacturing an axle assembly for a transmission system, the transmission system including a first transmission component and a second transmission component, the axle assembly being adapted to transmit torque between the first transmission component and the second transmission component, the method comprising: providing a hollow shaft; adjusting a mass and stiffness of at least one liner to form an intermediate damper, the intermediate damper being configured to attenuate at least one of a bend mode vibration and a twist mode vibration that occurs at a first pre frequency -determined; adjusting the intermediate damper to form an adjusted damper, the adjusted damper attenuating at least one of a bending mode vibration and twisting mode vibration at the first predetermined frequency and also attenuating shell mode vibration; and install the adjusted damper on the hollow shaft. The method of claim 01, wherein the intermediate damper is not configured to substantially dampen shell mode vibration occurring at a frequency that is less than or equal to 1000Hz. The method of claim 01, wherein adjusting the intermediate damper comprises adding a damping member to the intermediate damper to achieve broadband damping. The method of claim 03, wherein the broadband damping includes shell mode vibration damping and flexural mode vibration damping at a plurality of frequencies. The method of claim 03, wherein the damping member is a sturdy damper. The method of claim 03, wherein the intermediate damper is configured to contact a hollow shaft inner surface over a first area, wherein the damping member is configured to contact the hollow shaft inner surface over a second area, and wherein a ratio of the first area to the second area is less than or equal to five (5) percent. The method of claim 06, wherein the ratio of the first area to the second area is less than or equal to two and a half (2.5) percent. The method of claim 07, wherein the ratio of the first area to the second area is less than or equal to one and twenty five (1.25) percent. The method of claim 03, wherein the intermediate damper includes at least one contact member which is configured to contact an inner surface of the hollow shaft and has a hardness of 40 Shore A, and wherein the damper member contacts the surface. interior and has a hardness of 80 Shore A. 10. A method of manufacturing an axle assembly for a transmission system, the transmission system including a first transmission component and a second transmission component, the axle assembly being adapted to transmit torque between the first transmission component and the second transmission component, the method comprising: providing a hollow shaft; adjusting at least one liner to form a reactive damper adjusted to attenuate flexural mode vibrations; installing a damping member on the reactive damper adjusted to provide multi-mode resistive vibration damping, shell mode vibration multi-frequency, and at least one twist mode vibration and bending mode vibration; and inserting at least one liner with the damping member within the shaft member. The method of claim 10, characterized in that the intermediate damper is not configured to substantially dampen shell mode vibration occurring at a frequency that is less than or equal to 1000Hz. The method of claim 10, wherein the damping member is a sturdy damper. The method of claim 10, wherein the adjusted reactive damper is configured to contact an inner surface of the hollow shaft over a first area, wherein the damping member is configured to contact the inner surface of the hollow shaft over a second area, and wherein a ratio of the first area to the second area is less than or equal to five (5) percent. The method of claim 13, wherein the ratio of the first area to the second area is less than or equal to two and a half percent. The method of claim 14, wherein the ratio of the first area to the second area is less than or equal to one and twenty five (1.25) percent. The method of claim 10, wherein the adjusted reactive damper includes at least one contact member which is configured to contact an inner surface of the hollow shaft and has a hardness of 40 Shore A, and wherein the damping member contacts the interior surface and has a hardness of 80 Shore A. 17. A method of manufacturing an axle assembly for a transmission system, the transmission system including a first transmission component and a second transmission component, the axle assembly being adapted to transmit torque between the first transmission component and the second transmission component, the method comprising: providing a hollow shaft; adjusting at least one liner to form a reactive damper adjusted to attenuate flexural mode vibrations; further adjusting at least one liner such that it is also a multi-mode, multi-frequency resistant damper that is configured to attenuate shell-mode vibrations and at least one flex-mode vibration and twist-mode vibrations; and further inserting the fit at least one liner into the shaft member. The method of claim 17, wherein the intermediate damper is not configured to substantially dampen shell mode vibration occurring at a frequency that is less than or equal to 1000Hz. The method of claim 17, wherein prior to further adjusting at least one liner, at least one liner has at least one contact element which is configured to contact the inner surface of the hollow shaft over a first area, and wherein after further adjustment to at least one liner, the at least one liner is configured to contact the inner surface of the hollow shaft over a second area, and wherein a ratio of the first area to a difference between the second and The first area is less than or equal to five (5) percent. The method of claim 19, wherein the ratio of the first area to the second area is less than or equal to two and a half (2.5) percent. The method of claim 20, wherein the ratio of the first area to the second area is less than or equal to one and twenty five (1.25) percent. The method of claim 17, wherein the adjusted reactive damper includes at least one contact member which is configured to contact an inner surface of the hollow shaft and has a hardness of 40 Shore A, and wherein the damping member contacts the interior surface and has a hardness of 80 Shore A.